System and method for determining a three-dimensional travel path for a vehicle

ABSTRACT

Methods of determining for a vehicle a three-dimensional path that extends between an origin and a destination. The paths are determined based on the vehicle having a limited amount of energy that is not resupplied during travel. The paths are further determined based on the vehicle arriving at the destination with a predetermined amount of remaining energy.

TECHNICAL FIELD

The present disclosure relates generally to the field of energy resourcemanagement, and more particularly to systems and methods for determininga travel path for a vehicle traveling across a three-dimensional space.

BACKGROUND

Certain vehicles such as an aircraft and watercraft move along athree-dimensional path during travel. These vehicles are not constrainedto predefined paths that occur for land vehicles such as cars, trucks,and trains. The three-dimensional travel path allows for variation inthe travel path along one or more latitude, longitude, and elevation.This provides for a variety of options for these vehicles when travelingbetween an origin and a destination. For example, one path option caninclude a greater altitude with a given latitude and longitude. Anotherpath option includes a lesser altitude with the same latitude andlongitude. Variations in different path options can also includedifferences in the latitude and/or longitude.

Vehicles include an energy source that supplies energy to one or moreengines that propel the vehicle. Examples of vehicle fuel sourcesinclude one or more tanks that contain jet fuel and a battery thatsupplies electrical power. The fuel sources generally hold a finiteamount of energy thus limiting the range of the vehicle during travel.Further, other factors affect the range of the vehicle during thetravel, such as various weather conditions. Such factors often lead to“range anxiety” for the vehicle operators, which is the concern overwhether a vehicle has a sufficient amount of energy to reach itsdestination.

BRIEF SUMMARY

One aspect is directed to a method of determining a three-dimensionalpath for a vehicle traveling from an origin to a remote destination. Themethod comprises: determining a plurality of different three-dimensionalpaths that extend between the origin and the destination; for each ofthe three-dimensional paths, determining an expected energy usage of thevehicle to travel the path and adjusting the expected energy usage basedon one or more sensor readings that affect the travel; and for each ofthe paths, determining an expected energy reserve which is an expectedamount of energy remaining in the vehicle upon reaching the destination.

In another aspect, the method further comprises dividing athree-dimensional space between the origin and the destination into aplurality of three-dimensional segments with each of thethree-dimensional paths extending through a plurality of thethree-dimensional segments.

In another aspect, the method further comprises for each of the paths:determining the three-dimensional segments that are included in thepath; for each of the three-dimensional segments, determining theexpected energy usage to travel the three-dimensional segment; for eachof the three-dimensional segments, adjusting the expected energy usagebased on the one or more sensor readings; and summing the expectedenergy usage for each of the three-dimensional segments and determiningthe expected energy usage used to travel the path.

In another aspect, the method further comprises determining the expectedenergy usage to travel the three-dimensional segment based on data fromprevious travel within the three-dimensional segment.

In another aspect, the method further comprises after traveling througheach of the three-dimensional segments along the selected path, updatingthe expected energy usage.

In another aspect, the method further comprises after traveling througheach three-dimensional segment, updating the travel data to include anactual energy usage of the vehicle traveling along the three-dimensionalpath through the three-dimensional segment.

In another aspect, the method further comprises receiving at least oneof the sensor readings from one or more sensors on the vehicle.

In another aspect, the method further comprises receiving at least oneof the sensor readings from one or more sensors positioned at thedestination.

In another aspect, the method further comprises during the travel alongthe selected three-dimensional path determining that the expected amountof energy remaining in the vehicle upon reaching the destination will beless than the predetermined amount and changing the three-dimensionalpath to the destination.

In another aspect, the method further comprises after traveling theselected path, updating the travel data to include an actual energyusage of the vehicle traveling the three-dimensional path.

In another aspect, the method further comprises selecting for the travelone of the three-dimensional paths in which the expected energy reserveis greater than a predetermined amount.

One aspect is directed to a method of determining a three-dimensionalpath for a vehicle traveling from an origin to a remote destination. Themethod comprises: determining a plurality of different three-dimensionalpaths that extend between the origin and the destination; for each ofthe paths, determining an expected energy reserve which is an expectedamount of energy remaining in the vehicle upon reaching the destinationwith the expected energy reserve based on data of previous travel alongthe path; selecting for the travel one of the three-dimensional paths inwhich the expected energy reserve is greater than a predeterminedamount; and updating the data of the previous travel after travelingalong the path.

In another aspect, the method further comprises for each of the paths:dividing the path into multiple three-dimensional segments; for each ofthe three-dimensional segments, determining an expected energy usage totravel the three-dimensional segment; summing the expected energy usagefor each of the three-dimensional segments and determining the expectedenergy usage used to travel the path; and based on the summed expectedenergy usage, determining the expected energy reserve for the path.

In another aspect, the method further comprises updating the expectedenergy usage of the path after traveling through each of thethree-dimensional segments.

In another aspect, the method further comprises while traveling alongthe path determining that the expected energy usage of the path isgreater than an expected amount and adjusting the path.

In another aspect, the method further comprises adjusting the expectedreserve for each of the paths based on one or more sensor readings thataffect the travel.

One aspect is directed to a computing device configured to manage anenergy source for a vehicle traveling between an origin and adestination. The computing device comprises a communications interfaceconfigured to communicate with the vehicle. The computing device alsocomprises processing circuitry configured to: generate a plurality ofdifferent three-dimensional paths that extend between the origin and thedestination; for each of the three-dimensional paths, determine anexpected energy usage of the vehicle to travel the path based onprevious travel data along the path that is stored in a database; foreach of the three-dimensional paths, adjust the expected energy usagebased on one or more sensor readings that affect the travel; and foreach of the three-dimensional paths, determine an expected energyreserve which is an expected amount of energy remaining in the vehicleupon reaching the destination.

In another aspect, the processing circuitry is further configured toselect for the travel one of the three-dimensional paths in which theexpected energy reserve is greater than a predetermined amount.

In another aspect, the processing circuitry is further configured todivide a three-dimensional space between the origin and the destinationinto a plurality of three-dimensional segments with each of thethree-dimensional paths extending through a plurality of thethree-dimensional segments.

In another aspect, the processing circuitry is further configured to:determine the three-dimensional segments that are included in the path;for each of the three-dimensional segments, determine the expectedenergy usage to travel the three-dimensional segment; for each of thethree-dimensional segments, adjust the expected energy usage based onthe one or more sensor readings; and sum the expected energy usage foreach of the three-dimensional segments and determining the expectedenergy usage used to travel the path.

The features, functions and advantages that have been discussed can beachieved independently in various aspects or may be combined in yetother aspects, further details of which can be seen with reference tothe following description and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematic diagram of a multiple paths that extend between anorigination and a destination.

FIG. 2 is a schematic diagram of three-dimensional space that extendsbetween an origination and a destination.

FIG. 3 schematic diagram of paths that extend through segments betweenan origination and a destination.

FIG. 4 is a schematic diagram of a computing device.

FIG. 5 is a schematic diagram of components of a vehicle.

FIG. 6 is a schematic diagram of a wireless communication networkthrough which vehicles and a remote computing device communicate.

FIG. 7 is a diagram of a record of information included in a database.

FIG. 8 is a flowchart diagram of a method of determining one or morepaths for travel between an origin and a destination.

FIG. 9 is a flowchart diagram of determining energy usage.

FIG. 10 is a flowchart diagram of using data from previous travel todetermine an expected energy usage for a path.

FIG. 11 is a schematic diagram of a three-dimensional segment throughwhich paths extend.

FIG. 12 is a flowchart diagram of a method of determining expectedenergy usage for travel along a path.

FIG. 13 is a flowchart diagram of a method of recording a datum fortravel through a segment.

FIG. 14 is a flowchart diagram of a method of monitoring energy usageduring travel.

FIG. 15 is a flowchart diagram of a method of adjusting a path duringtravel.

FIG. 16 is a flowchart diagram of a method of selecting a different pathduring travel along a first path.

FIG. 17 is a flowchart diagram of a method of updating a datum fortravel along a path.

FIG. 18 is a schematic diagram of modules within processing circuitry ofa computing device.

DETAILED DESCRIPTION

The present application is directed to methods of determining for avehicle a three-dimensional path that extends between an origin and adestination. The vehicle has a limited amount of energy that is notresupplied during travel. Further, the vehicle should arrive at thedestination with a predetermined amount of remaining energy, referred toas reserve energy.

FIG. 1 illustrates different paths P1, P2, . . . , PN that a vehicle 10can travel through a three-dimensional space 30 from an origin A toreach a destination B. The vehicle 10 includes an energy source thatsupplies energy to one or more engines to propel the vehicle 10 duringthe travel. The storage capacity of the energy source is limited.Further, the vehicle 10 and/or travel is such that the energy sourcecannot be resupplied during the travel. In one example, the vehicle 10is an aircraft configured for flight over terrain 100. Examples includebut are not limited to manned aircraft, unmanned aircraft, mannedspacecraft, unmanned spacecraft, manned rotorcraft, unmanned rotorcraft,satellites, rockets, missiles, manned terrestrial vehicles, unmannedterrestrial vehicles, and combinations thereof. In another example, thevehicle 10 is a watercraft configured for underwater movement. Examplesinclude but are not limited to manned water borne vehicles, unmannedwater borne vehicles, torpedoes, submarines, rockets, missiles, andcombinations thereof.

FIG. 1 illustrates the space 30 between the origin A and destination Bin two dimensions. The actual space 30 is three-dimensional and caninclude various shapes and sizes. FIG. 2 illustrates one example withthe three-dimensional space 30 illustrated as a cuboid havingrectangular-shaped sides. The three-dimensional space 30 is sized withthe origin A located on one side and the destination B located on asecond side. The travel paths can extend completely through thethree-dimensional space 30 with the entry and exit on opposing sides, orpartially through the three-dimensional space 30 with the entry and exiton adjacent sides.

The three-dimensional space 30 is divided into different segments 31.Each of the segments 31 extends over a three-dimensional area. Thesegments 31 include various shapes and sizes. In one example asillustrated in FIG. 2, each of the segments includes the samerectangular shape and size. In another example as illustrated in twodimensions in FIG. 3, the space 30 extends above the surface of theterrain 100 (e.g., Earth) and is divided into zones that include aslight curve to correspond to the curvature of the Earth. Each of thezones includes segments 31 of various shapes in sizes. Each of thevarious paths through the three-dimensional space 30 extends through twoor more of the segments 31.

One or more computing devices 20 provide for determining one or morepaths that can be used by the vehicle 10 to travel from the origin A tothe destination B. In one example, the computing device 20 is located ata remote location away from the vehicle 10, such as a remote server. Inanother example, the computing device 20 is located within the vehicle10. In another example, computing devices 20 are located at both aremote location and on the vehicle 10.

The computing device 20 generates one or more paths that allows for thevehicle 10 to reach the destination B with the predetermined amount ofreserve energy. This reserve energy allows for the vehicle 10 to reachthe destination B in the event of changes in expected energyconsumption. For example, weather conditions that occur during thetravel could result in lower energy efficiency thus requiring the use ofmore energy during the travel. In another example, the vehicle 10detours around a section of the three-dimensional space 30 during thetravel thus resulting in a longer travel distance. The extra energyallows for these unforeseen changes and still allows for reaching thedestination B.

FIG. 4 is a functional block diagram of a computing device 20 configuredto determine possible paths for traveling between an origination A and adestination B. The computing device 20 comprises processing circuitry21, memory circuitry 22, a user input/output (I/O) interface 23,communications circuitry 24, and an energy consumption database 27.

The processing circuitry 21 is communicatively coupled via one or morebuses to memory circuitry 22, I/O interface 23, and communicationscircuitry 24. The processing circuitry 21 can include one or moremicroprocessors, microcontrollers, hardware circuits, discrete logiccircuits, hardware registers, digital signal processors (DSPs),field-programmable gate arrays (FPGAs), application-specific integratedcircuits (ASICs), or a combination thereof. In one example, theprocessing circuitry 21 includes programmable hardware capable ofexecuting software instructions stored, e.g., as a machine-readablecomputer control program 26 in memory circuitry 22. More particularly,the processing circuitry 21 is configured to execute the control program26 to determine the possible paths P and the expected amount of fuelusage when traveling between the origin A and the destination B. Theprocessing circuitry 21 is configured to implement this functionality inaccordance with the data and information stored in the energyconsumption database 27. The energy consumption database 27 is stored ina non-transitory computer readable storage medium (e.g., an electronic,magnetic, optical, electromagnetic, or semiconductor system-basedstorage device). The database 27 can be local or remote relative to thecomputing device 20. In one example, the database 27 is incorporated isstored in the memory circuitry 22.

A clock 28 measures various timing requirements regarding the travel ofthe vehicle 10. The clock 28 can be incorporated with the processingcircuitry 21, or can be a separate component independent from theprocessing circuitry 21 as illustrated in FIG. 4. In one example, GPScircuitry is used for timing information. Each of the vehicles includesGPS circuitry to track the location and the timing aspects of thetravel.

The I/O interface 23 comprises circuitry configured to allow thecomputing device 20 to communicate with remote entities. The user I/Ointerface 23 can comprise a variety of different devices and/orcircuitry. However, in one aspect, I/O interface 23 includes, but is notlimited to, display devices such as a Liquid Crystal Display (LCD)and/or a Light Emitting Diode (LED) display for presenting visualinformation to a user located at the computing device 20 such as aworker at the remote location who is operating the vehicle 10, or apilot within the vehicle 10. The I/O interface 23 can also include oneor more graphics adapters, display ports, video buses, a touchscreen, agraphical processing unit (GPU), and audio output devices such asspeakers, as well as circuitry and devices for accepting input from theuser. Such input circuitry and devices include a pointing device (e.g.,a mouse, stylus, touchpad, trackball, pointing stick, joystick), amicrophone (e.g., for speech input), an optical sensor (e.g., foroptical recognition of gestures), and/or a keyboard (e.g., for textentry). The user I/O interface 23 can be implemented as a unitaryphysical component, or as a plurality of physical components that arecontiguously or separately arranged, any of which may be communicativelycoupled to any other, or communicate with any other component viaprocessing circuitry 21.

The communications circuitry 24 is configured to facilitate thecommunication with remote entities. In one example, the communicationscircuitry 24 includes a transceiver configured to send and receivecommunication signals through one or more wireless communicationsnetworks, satellites, and landline systems.

The computing device 20 can be located in one or both of the vehicle 10and a remote location (e.g., remote server). In one example, thecomputing device 20 is located at a remote location away from thevehicle 10. In this example, the vehicle 10 includes an on-boardcomputing device 20 that communicates with the remote computing device20 via one or more of the wireless communications network, satellite, orlandline system. The on-board computing device 20 determines data aboutthe vehicle 10 (such as through one or more on-board sensors), providethe data to the computing device 20, and receive information and datafrom the computing device 20.

FIG. 5 is a functional block diagram illustrating respectiveimplementation architectures of the vehicle 10. The vehicle 10 includesone or more engines 11 that propel the vehicle 10 during travel.Examples of engines 11 include but are not limited to piston engines orgas turbines that rotate one or more propellers, jet engines, and rocketengines. A propulsion energy source 12 provides energy to power the oneor more engines 11. The propulsion energy source 12 includes varioustypes of energy, such as but not limited to a battery power (measured inWatt-Hours), combustible liquid energy (measured in gallons),combustible gaseous energy (measured in pounds), and electrical fuelcell energy (measured in moles).

One or more control members 15 are positioned on the exterior of thevehicle 10 and are configured to control the movement of the vehicle 10.Each control member 15 includes one or more surfaces that are moved asnecessary relative to a main body of the vehicle 10 to adjust theorientation to adjust the direction of travel. In aircraft, controlmembers 15 can be positioned at various locations such as the wings andtail and include but are not limited to a rudder, elevators, ailerons,wing leading and trailing edge devices, and spoilers. In watercraft,examples include rudders and hydroplanes.

The computing device 20 oversees operation of the vehicle 10. Thecomputing device 20 can including processing to calculate the travelpath and adjustments based on data stored in the energy consumptiondatabase 27. The computing device 20 can also be configured to receiveand carry out instructions from a remote computing device 20. A battery14 provides energy for operating the computing device 20 and one or moreelectrical components in the vehicle 10, referred to as avionics energy.

On-board sensors 13 provide information used to determine the one ormore paths and to update the energy consumption database 27. Sensors 13can determine the environmental conditions at the vehicle 10, such asbut not limited to temperature, humidity, and wind speed. Sensors 13 canalso determine aspects about the vehicle 10 during travel, such asorientation, velocity, altitude, and location (i.e., GPS circuitry).Sensors 13 can also determine the quantity of energy remaining in thepropulsion energy source 12 and avionics energy left in the battery 14.An inertia management system 16 is configured to determine acceleration,spin rate, and magnetic measurements of the vehicle 10 in threedimensions.

Communications between a vehicle 10 and remote computing device 20 occurthrough a wireless communication network 50 as illustrated in FIG. 6.The wireless communication network 50 includes a packet data network(PDN) 51. The PDN 51 can include a public network such as the Internet,or a private network. The wireless communications network 50 can includea mobile communication network 52 (e.g., a WCDMA, LTE, or WiMAXnetwork). The mobile communication network (MCN) 52 includes a corenetwork 53 and a radio access network (RAN) 54 including one or morebase stations. The MCN 52 can be a conventional cellular networkoperating according to any communication standards now known or laterdeveloped. For example, the MCN 52 can comprise a Wideband Code DivisionMultiple Access (WCDMA) network, a Long Term Evolution (LTE) network, orWiMAX network. The MCN 52 is further configured to access the packetdata network (PDN) 51.

The wireless communication network 50 also provides for communicationthrough a Wireless Local Area Network (WLAN) 55 that operates accordingto the 802.11 family of standards, which is commonly known as a WiFiinterface.

In one example with marine vehicles that are submerged during travel,communications occur with ELF or VLF radio waves that use lowfrequencies that penetrate the water.

Communications can also be available through one or more satellites 56.In one example after the vehicle 20 has left the origin A, satellitecommunication is the main mode of communication. The satellites 56 cancommunicate to the computing device 20 through one or more of groundstations 57. The ground stations 57 can communicate directly with thecomputing device 20 or through the PDN 51.

The computing device 20 is configured to determine one or more paths Pfor the vehicle 10 to travel from the origination A to the destinationB. The range of the vehicle 10 is limited by the amount of energyavailable from the propulsion energy source 12 which cannot be rechargedduring the travel. The range is further limited by the need to have apredetermined amount of reserve energy when the vehicle 10 arrives atthe destination point B.

In one example, the computing device 20 uses data from the energyconsumption database 27 to determine path options for the travel. Thedatabase 27 is initialized by traveling specific routes under knownconditions and then combining this information with later travels. Thisinformation is then used by the computing device 20 to estimate theexpected fuel usage for traveling along a similar path at some point inthe future. For example, when determining path options between points Aand B, computing device 20 accesses the database 27 and retrieves datafrom the same or similar travels that have previously occurred. Based onthis data, the computing device 20 can determine current path options.

The database 27 can include various types of information about thetravel. FIG. 7 illustrates a record 60 that is added to the database 27during and/or after travel along a path. The record contains variousinformation including but not limited to origin, destination, vehicletype, path of travel, fuel usage, wind speed, wind direction, andprecipitation. This data can be stored for the entire path of travel,and/or for the various segments 31 that form the travel path.

FIG. 8 illustrates one method of determining one or more paths. Themethod includes determining the origination and destination locations(block 300). These can be received from a user on the vehicle 10, a userat the remote location, or other user that is able to input informationthrough the wireless communication network 50 or other means. One ormore paths are determined as possible options for the travel (block302). For each option, the quantity of propulsion energy and/or avionicsenergy used for the travel is calculated (block 304). In one example,each of the possible paths P consumes a different quantity of propulsionenergy and/or a different quantity of avionics energy. For each path,the calculated amount of reserve for one or more of the energies isdetermined for when the vehicle 10 reaches the destination B. In oneexample, this includes subtracting the expected amount of energy usagefrom a starting amount of energy.

If the remaining one or more energies are at or above the reserveamounts (block 306), then the path is a possible option for the travel(block 308). If the calculated amount for travel results in the one ormore energies being below a predetermined amount, then the path is notan option for the travel (block 310). The process continues to determineone or more possible paths for the travel (block 312).

Once the possible paths are determined, one of the paths P is selectedfor the travel (block 313). The selection of one of the paths can bebased on various criteria. In one example, the path that results in themost energy remaining upon reaching the destination B is selected as thepath. In another example, the fastest path is selected. In anotherexample, the path P that has been most commonly used in previous travelis selected. In another example, the user simply selects one of thepaths.

The method of determining the possible paths can take into considerationone or both of the amount of propulsion energy and the amount ofavionics energy remaining upon reaching the destination. In one example,just the amount of propulsion energy is used to determine the possiblepaths. In another example, just the amount of avionics energy is used todetermine the possible paths.

The method of determining the expected propulsion energy and/or avionicsenergy usage for each path can be calculated in one or more differentmanners. FIG. 9 illustrates one method that includes determining thedistance of travel along the path P (block 320). The travel distanceaccounts for the distance along the trajectory between the origin A anddestination B. The amount of energy needed for traveling the distance iscalculated based on fixed parameters of the vehicle 10 (block 322).Parameters include but are not limited to the amount of drag of thevehicle 10 during the travel, the vehicle weight, and the efficiency ofthe vehicle with the type of energy.

The expected energy usage is adjusted based on one or more variableparameters (block 326). One type of variable parameter is the conditionsdetermined from the sensors 13 on the vehicle 10. Examples include butare not limited to the temperature at the origin A, precipitation at theorigin, and the amount and direction of wind at the origin A. Variableparameters can also include conditions sensed by one or more remotesensors 58 that are positioned along the path and/or destination B. Asillustrated in FIG. 6, the sensors 58 can be accessed through thewireless communication network 50. The sensors 58 can provide weatherconditions such as wind speed, wind direction, temperature, andprecipitation. Energy usage can also be adjusted based on other datafrom one or more other sources 59 (block 328). The sources 59 areaccessible through the wireless communication network 50 and can includevarious information such as elevation changes between the origin A anddestination B for a flight, and the amount of ice in the water at pointsbetween the origin A and destination B for an underwater vehicle. Forthe various adjustment parameters (blocks 326, 328), the expected energyusage is not adjusted if no information is available for the variousdata.

FIG. 10 illustrates a method of using the data from previous travel thatis stored in the database 27 to determine the expected energy usage fora path (block 330). The computing device 20 determines whether there aredifferences between the data stored in the database 27 and theinformation for the requested travel (block 332). If the informationstored in the database 27 matches the request, the expected energy usageis determined to be the same as the stored data (block 334). Forexample, the data is used as is when it is for the same trajectory andorigin A and destination B, and for the same vehicle, and for the sameweather conditions.

If there are differences between the travel and the data stored in thedatabase 27, the computing device 20 adjusts the expected energy usagebased on the differences (block 336). For example, an adjustment is madeto account for wind speeds at the origin A and/or destination B that aredifferent than the stored data. The computing device 20 applies anadjustment factor to the stored data to calculate the expected energyusage for the path. In another example, the data is for a different typeof vehicle than that used for the current travel. In this example, thecomputing device 20 applies a factor to account for these differencesand adjusts the expected energy usage based on the known vehicledifferences (e.g., drag, energy efficiency).

In one example, the database 27 stores information about the entire pathtraveled between the origin A and the destination B. The adjustments fordifferences between the stored information and the current expectedtravel are then factored to the overall travel data. In another example,the analysis is performed on a segment-by-segment basis for a path todetermine the expected energy usage. The expected energy usage for eachsegment 31 is calculated and then summed to determine the expectedenergy usage for the path. Using the segment 31 of FIG. 11 as anexample, a first path P1 includes a first trajectory that enters thesegment 31 at point X1 and exits at point Y1. A second path P2 includesa different second trajectory that enters the segment 31 at point X2 andexits at point Y2. The different trajectories through the segment 31 caninclude the same or different lengths and/or configurations. Variousinformation can be stored in the database 27 regarding travel throughthe segment 31 for each of the various paths. Examples include but arenot limited to distance traveled in the segment 31 along each path,entrance and exit angles for each path, and altitude or depth for eachpath.

The use of dividing the possible paths into segments 31 can provide foraccurate energy consumption estimates. The use of segments 31 providesfor the computing device 20 to determine average energy consumption atspecific locations along the paths, and to use the averages to estimatethe total energy consumption over the length of the path P.

In one example, the computing device 20 determines the expected energyusage for each of the segments 31. This can include determining theexpected energy usage based on fixed parameters such as drag and energyefficiency. The determination can also include applying adjustments forvariable parameters that can be sensed by one or more of the sensors 13,such as but not limited to air speed, wind speed, and precipitation. Foreach path, the expected energy usage for the segments 31 along the pathis summed to determine an overall expected energy usage for the path.

In another example, the computing device 20 determines the expectedenergy usage for the segments 31 based on data from the database 27.FIG. 12 illustrates a method of determining expected energy usage thatincludes dividing the path into the segments 31 and determining energyusage for each of the segments 31 (block 400). For each segment 31, thecomputing device 20 accesses the data in the database 27 and determinesif there are differences (e.g., different vehicle, different trajectory,different weather conditions) (block 402). If the data matches thecurrent travel path through the segment 31, the data is used todetermine the expected energy usage for the segment 31 (block 404). Ifthere are differences, the computing device 20 calculates adjustments toprovide for a more accurate estimate (block 406). The process includesdetermining the expected energy usage for each of the segments 31 alongthe path (block 408). The expected energy usage for each of the segments31 is summed to obtain the overall expected energy usage for the path(block 410).

In one example, an energy usage datum is saved for each segment 31. Thisdatum is the expected energy usage for a vehicle 10 to travel throughthe segment 31 when traveling in a predetermined direction. The datum isdetermined based on historical information from previous travel throughthe segment 31. The expected energy usage for a path is the sum of thedatums for each of the segments 31 along the path.

FIG. 13 illustrates a method of recording a datum for travel through asegment 31. For each segment 31, the computing device 20 monitors thevehicle and determines when the vehicle 10 enters into each segment 31by crossing the segment boundary (block 422). The computing device 20determines the time the vehicle 10 passes into the segment 31, theamount of remaining energy, the time of entry, and the location ofentry. After passing through the segment 31, the computing device 20also determines similar information about the exit (block 424). Thecomputing device 20 uses the entry and exit information to record adatum regarding the segment 31 (block 426). The datum includes one ormore aspects regarding the travel through the segment 31, including thedirection of travel, duration of travel, vehicle speed, and one or morevariables detected by the sensors 13 (e.g., wind speed, altitude,temperature). The direction of travel and the distance is determinedthrough the entry and exit boundaries. The vehicle speed can include theaverage speed through the segment calculated as the duration of traveldivided by the time in the segment 31.

The datum can also include the amount of energy consumed while travelingthrough the segment 31. This can be calculated based on the differencein the amount of energy when the vehicle 10 enters and exits the segment31. The total energy consumed during the travel along the path P is thesum of the energy consumed for each segment 31 along the path P. Theinformation for each segment 31 can then be used to estimate futuretravel between the origin A and destination B.

In another example, the computing device 20 updates the database 27 atone or more periodic times during the travel and/or when the travel iscomplete. This information can include the data shown in FIG. 7, andincludes but is not limited to origin, destination, type of vehicle,path, fuel usage, and one or more weather conditions. The expectedenergy usage can also be saved in the database 27 and compared to theactual results.

During the travel along the selected path, the computing device 20monitors the energy usage of the vehicle 10. FIG. 14 illustrates onemethod in which the computing device 20 monitors the vehicle 10 as ittravels along the path P (block 440). For an autonomous vehicle 10, thecomputing device 20 can adjust one or more of the flight control members15 or adjusting the one or more engines 11 to maintain travel along thepath P. For a manned vehicle 10, the computing device 20 can signal theuser of any deviations off the path P.

During travel, the computing device 20 periodically determines anestimate of the remaining energy (block 442). In one example, thisincludes determining a quantity of energy consumed and a remainingamount of energy. A calculation is also made of an estimate of theneeded energy required to reach the destination B. This information isstored in the database 27 (block 444). In one example, this updatedinformation allows for the computing device 20 and/or other computingdevices 20 to more accurately determine fuel usage for future travel.

The remaining amount of energy can be displayed periodically orcontinuously during the travel. This includes a on a display in thevehicle 10 for a pilot, or at a remote location for a user that ismonitoring the travel. In the event the remaining energy amount is lessthan a predetermined quantity, a warning can be emitted to notifypersons of the condition and that the vehicle 10 may not reach thedestination point B with the reserve energy amount.

In one example, the amount of actual energy usage may exceed thecalculated expected energy usage. This can require adjustments to thepath during the travel. FIG. 15 illustrates a method in which the energyusage is above the expected amount. During the travel, the computingdevice 20 monitors the vehicle 10 moving along the path P (block 500).The actual energy usage is determined at various times during the travel(block 502). This can include monitoring the readings from a sensor 13located in the propulsion energy source 12, a sensor 13 monitoring theremaining charge on the battery 14, or can include calculating theactual energy usage based on fixed and variable parameters.

The computing device 20 determines whether the vehicle 10 will arrive atthe destination B with the predetermined reserve amount of energy (block504). In one example, this includes comparing the actual energy usage ata point along the path where the vehicle is currently located against anexpected energy usage at the point. If the actual energy usage exceedsthe expected amount, the computing device 20 determines that the vehicle10 will not arrive with the predetermined reserve energy amount. Inanother example, the computing device 20 compares the amount ofremaining energy with an expected amount of energy needed to reach thedestination B. If this difference is less than the predetermined amountof needed remaining energy, the computing device 20 determines that thevehicle 10 will not arrive with the required predetermined reserveamount. In another example, the computing device extrapolates thecalculated energy usage with the remaining amount of travel to determineif there will be the required reserve amount.

If the computing device 20 determines the vehicle 10 will arrive withthe predetermined reserve amount, the current path is maintained (block506). If the computing device 20 determines the vehicle 10 will notarrive with at least the reserve amount, one or more adjustments aremade (block 508). In one example, the adjustment includes changing thepath to reach the destination B. For example, an aircraft can changetrajectory to a lower altitude. In another example, a watercraft canchange trajectory to a shallower path. In another example, one or moreoperational aspects of the vehicle 10 are adjusted to conserve energy.Examples include slowing the one or more engines 11 and changing one ormore of the control members 15 to reduce drag.

In the various travel examples, the calculation of the path can occur atvarious times and with various methods. FIG. 16 illustrates a method inwhich an original path is determined for the vehicle 10 (block 600). Atsome point during the travel (i.e., after the vehicle 10 has left theorigin A), it is determined that a new path is needed to reach thedestination (block 602). The computing device 20 determines possiblepaths to reach the destination (block 604). For each possible path, thecomputing device 20 determines that the vehicle 10 will reach thedestination with the reserve energy using one or more of the methodsdescribed above. A new path is selected either by the computing device20 or received as an input from a user (block 606). The computing device20 adjusts one or more of the control members 15 to adjust the course ofthe vehicle 10 to travel along the new path. In one example, the courseadjustment to the new path occurs immediately at the time the path isselected. In another example, the new path is calculated as beginning ata predetermined location (e.g., 200 miles away from the destination B).Course adjustments are made at that point to alter the trajectory to thenew path.

In one example, the destination is not known at the time of travel orchanges during the travel. The process of changing the path duringtravel accounts for reaching the destination in these circumstances.

As described above, datums can be used to determine the expected energyusage for traveling along a path that extends through multiple differentsegments 31. Each segment 31 includes an energy usage datum of theexpected energy usage for the vehicle 10 to travel through the segment31. The total expected energy usage for the path is determined bysumming the datums for each of the segments 31 that the path travelsthrough. To ensure that the datums remain accurate, the computing device20 monitors the difference between the datum and the actual energyusage.

FIG. 17 illustrates a method of updating the database 27 including thedatum corresponding to one or more segments 31. The method includesafter the vehicle 10 has traveled through the segment 31, determiningthe actual amount of energy used (block 700). The actual energy used incompared with the datum that includes the expected amount of energy thatis needed to travel the segment (block 702). The computing devicedetermines whether the difference between the expected and actualamounts exceeds a threshold (block 704). If the difference is notgreater than the threshold, the calculated actual usage is added to thedatabase 27 (block 706). In one example, the datum is an average ofactual usage from previous travel through the segment 31 and this actualusage is averaged with the datum.

If the difference exceeds the threshold (block 704), a counter isincremented (block 708). The actual usage calculated for the travelcould be an outlier caused by unexpected conditions (e.g., unusualweather conditions, inaccurate sensor reading). To prevent an outlierreading for adversely affecting an accurate datum, the counter maintainsthe number of times that an outlier condition occurs. The counter ismonitored (block 710) and if it is below a threshold, the datum is notchanged (block 712).

If the counter is greater than the threshold (box 710), then the datumis considered to no longer be an accurate estimate of the energy neededto travel through the segment 31. The datum is reset to a more accuratenumber (block 714). In one example, the reset is the actual energy usedfor the vehicle 10. In another example, an average of the last vehiclestraveling through the segment 31 is used as the new datum.

The example of FIG. 17 is used for comparing a datum for a segment 31.In another example, a similar method is performed for comparing anexpected energy usage for the entire path against an actual amount ofenergy consumed for the travel.

FIG. 18 is a functional block diagram illustrating processing circuitry21 implemented according to different hardware units and softwaremodules (e.g., as control program 26 stored in the memory circuitry 22).As seen in FIG. 18, processing circuitry 21 implements a candidate pathgenerating unit and/or module 90, a path datum computation unit and/ormodule 91, a path selection unit and/or module 92, an energyconsumption/measurement unit and/or module 93, an energy consumptiondatabase maintenance unit and/or module 94, and a communicationsinterface unit and/or module 95.

The candidate path generating unit and/or module 90 is configured togenerate one or more paths that extend from the origin to thedestination. The module 90 is configured to determine the paths based onone or more parameters. The module 90 is further configured to determinethe paths based on data from the database 27. The path datum computationmodule 91 is configured to calculate a datum for the paths and/orsegments 31 of the paths. The path selection module 92 is configured todetermine one of the paths for the travel. The module 92 can also beconfigured to receive an input regarding the selection of a path. Theenergy consumption/measurement module 93 is configured to measure theconsumption of the energy by a vehicle 10 after and while travelingalong a path. The database module 94 is configured to update the energyconsumption database 27 with the data and information obtained by theenergy consumption/measurement module 93. The communications module 95is configured to communicate the data and information with the energyconsumption database 27, as well as with the one or more sensors 13.

The various methods described above related to the energy usage and theamount of remaining energy can apply to the propulsion energy and/or theavionics energy. Examples include determinations based on just thepropulsion energy usage and remaining amounts. Other examples includedeterminations based on just the avionics energy usage and remainingamounts. Other examples include determinations based on both thepropulsion and avionics usage and remaining amounts.

Aspects of the present disclosure further include various methods andprocesses, as described herein, implemented using various hardwareconfigurations configured in ways that vary in certain details from thebroad descriptions given above. For instance, one or more of theprocessing functionalities discussed above may be implemented usingdedicated hardware, rather than a microprocessor configured with programinstructions, depending on, e.g., the design and cost tradeoffs for thevarious approaches, and/or system-level requirements.

The present invention may be carried out in other ways than thosespecifically set forth herein without departing from essentialcharacteristics of the invention. The present embodiments are to beconsidered in all respects as illustrative and not restrictive, and allchanges coming within the meaning and equivalency range of the appendedclaims are intended to be embraced therein.

What is claimed is:
 1. A method of determining a three-dimensional pathfor an aircraft traveling through an airspace from an origin to a remotedestination, the method comprising: determining a plurality of differentthree-dimensional paths that extend between the origin and thedestination, the three-dimensional paths having different trajectoriesthrough the airspace with different altitudes; for each of thethree-dimensional paths, determining an expected energy usage of theaircraft to travel the path and adjusting the expected energy usagebased on one or more sensor readings that affect the travel; for each ofthe paths, determining an expected energy reserve which is an expectedamount of energy remaining in the aircraft upon reaching thedestination; and generating, within a user interface, a display of thethree-dimensional paths and the expected amount of energy remaining inthe aircraft.
 2. The method of claim 1, further comprising dividing athree-dimensional space between the origin and the destination into aplurality of three-dimensional segments with each of thethree-dimensional paths extending through a plurality of thethree-dimensional segments.
 3. The method of claim 2, further comprisingfor each of the paths: determining the three-dimensional segments thatare included in the path; for each of the three-dimensional segments,determining the expected energy usage to travel the three-dimensionalsegment; for each of the three-dimensional segments, adjusting theexpected energy usage based on the one or more sensor readings; andsumming the expected energy usage for each of the three-dimensionalsegments and determining the expected energy usage used to travel thepath.
 4. The method of claim 3, further comprising determining theexpected energy usage to travel the three-dimensional segment based ondata from previous travel within the three-dimensional segment.
 5. Themethod of claim 3, further comprising after traveling through each ofthe three-dimensional segments along one of the paths that is selected,updating the expected energy usage.
 6. The method of claim 3, furthercomprising after traveling through each three-dimensional segment,updating travel data to include an actual energy usage of the aircrafttraveling along the three-dimensional path through the three-dimensionalsegment.
 7. The method of claim 1, further comprising receiving at leastone of the sensor readings from one or more sensors on the aircraft. 8.The method of claim 1, further comprising receiving at least one of thesensor readings from one or more sensors positioned at the destination.9. The method of claim 1, further comprising during the travel along oneof the three-dimensional paths determining that the expected amount ofenergy remaining in the aircraft upon reaching the destination will beless than a predetermined amount and changing the three-dimensional pathto the destination.
 10. The method of claim 1, further comprising aftertraveling one of the paths, updating the travel data to include anactual energy usage of the aircraft traveling the three-dimensionalpath.
 11. The method of claim 1, further comprising selecting for thetravel one of the three-dimensional paths in which the expected energyreserve is greater than a predetermined amount.
 12. A method ofdetermining a three-dimensional path for an aircraft traveling throughan airspace above ground from an origin to a remote destination, themethod comprising: determining a plurality of differentthree-dimensional paths that extend between the origin and thedestination with each of the paths having a different altitude above theground; for each of the paths, determining an expected energy reservewhich is an expected amount of energy remaining in the aircraft reachingthe destination; selecting for the travel one of the three-dimensionalpaths in which the expected energy reserve is greater than apredetermined amount; updating data of previous travel after travelingalong the path; and generating, within a user interface, a display thatcomprises the different three-dimensional paths and the expected energyreserve.
 13. The method of claim 11, further comprising for each of thepaths: dividing the path into multiple three-dimensional segments; foreach of the three-dimensional segments, determining an expected energyusage to travel the three-dimensional segment; summing the expectedenergy usage for each of the three-dimensional segments and determiningthe expected energy usage used to travel the path; and based on thesummed expected energy usage, determining the expected energy reservefor the path.
 14. The method of claim 13, further comprising updatingthe expected energy usage of the path after traveling through each ofthe three-dimensional segments.
 15. The method of claim 14, furthercomprising while traveling along the path determining that the expectedenergy usage of the path is greater than an expected amount andadjusting the path.
 16. The method of claim 12, further comprisingadjusting the expected reserve for each of the paths based on one ormore sensor readings that affect the travel.
 17. A computing deviceconfigured to manage an energy source for an aircraft traveling throughan airspace above ground between an origin and a destination, thecomputing device comprising: a communications interface configured tocommunicate with the aircraft; an interface comprising a display;processing circuitry configured to: generate a plurality of differentthree-dimensional paths that extend between the origin and thedestination with the different paths having different altitudes abovethe ground; for each of the three-dimensional paths, determine anexpected energy usage of the aircraft to travel the path; for each ofthe three-dimensional paths, adjust the expected energy usage based onone or more sensor readings that affect the travel; for each of thethree-dimensional paths, determine an expected energy reserve which isan expected amount of energy remaining in the aircraft upon reaching thedestination; and display the three-dimensional paths and the expectedenergy usage on the interface.
 18. The computing device of claim 17,wherein the processing circuitry is further configured to select for thetravel one of the three-dimensional paths in which the expected energyreserve is greater than a predetermined amount.
 19. The computing deviceof claim 17, wherein the processing circuitry is further configured todivide a three-dimensional space between the origin and the destinationinto a plurality of three-dimensional segments with each of thethree-dimensional paths extending through a plurality of thethree-dimensional segments and each of the three-dimensional segmentshaving equal shapes and sizes.
 20. The computing device of claim 19,wherein the processing circuitry is further configured to: determine thethree-dimensional segments that are included in the path; for each ofthe three-dimensional segments, determine the expected energy usage totravel the three-dimensional segment; for each of the three-dimensionalsegments, adjust the expected energy usage based on the one or moresensor readings; and sum the expected energy usage for each of thethree-dimensional segments and determining the expected energy usageused to travel the path.